Engine frame stress members



May 10, 1960 A. K. ANToNsEN 2,935,976

ENGINE FRAME sTREss MEMBERS Filed Oct. l, 1957 3 Sheets-Sheet 1 1N VEN TOR.

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May 10, 1960 A. K. ANTONSEN ENGINE FRAME sTREss MEMBERS 3 Sheets-Sheet 2 Filed OCT.. 1, 1957 May 10, 1960 A. K. ANTONSEN 2,935,976

ENGINE FRAME STRESS MEMBERS Filed Oct. l, 1957 5 Sheets-Sheet 5 7( fao/df FSTRESS fMEMBERS Anker K. Antonsen, Beloit, YWis., assigner to Fairbanks, Morse & Co., a corporation of illinois Application October l., 1957, Serial No. 687,537

1 Claim. (Cl` 123-41.31)

This invention relates in `general to improvements in frame construction Vfor internal combustion engines, and has reference more particularly to effective means for structurally interconnecting yspaced apart engine frame parts in the region of the engine exhaust manifold assembly, wherein such means includes stress V,members or bars which are cooled by the .passage of a lcooling medium in heat-absorbing relation to the members.

An object of the invention resides in the provision in an engine having frame parts extending along the engine in the 'region of the exhaust `manifold assembly and spaced apart to accommodate exhaust manifold connection to the engine cylinders,v of stress members or bars spanning and structurally connecting the spaced apart frame parts wherein certain of the members which are exposed Yto greater exhaust heat concentration, are constructed and adapted to be cooled by the passage of a suitable cooling medium Vin heat-absorbingjrelation to these members. Y. jl.

Another object is to'provide an improved stress mem- '.ber or'bar for the purpose indicated, which is of hollow construction to afford a coolant chamber therein, -the member including chamber inlet and outlet means adjacent opposite ends thereof for connection to a coolant supply and discharge system provided for the passage of -a suitable coolant, such as water, through the chamber.

With the foregoing and other objects in view, the invention resides .in the following specification and alppended claim certain embodiments and details of construction of which are illustrated in the accompanying drawings in which: y

Fig. l is a plan view of a multiple cylinder engine employing stress members or bars according to the invention, in the engine frame structure in the region of the exhaust manifold assemblies at each, sideof the engine;

Fig. 2 is a view in fragmentary side elevation of the engine at one side in the region of the exhaust manifold assembly, further illustrating the stress .members `of the invention;

Fig. 3 is an enlarged sectional view transversely through one exhaust manifold assembly and the engine frame parts in the region thereof; as taken along the line 3 3 of Fig. 2; v

Fig. 4 is an enlarged view in front elevation and partly in section, of a chambered stress bar orV member according to the invention;

Fig. S is a transverse sectional view of the stress member or bar as taken along the line 5-S of Fig. 4, and

Fig. 6 is an enlarged sectional view as taken from line 6-6 in Fig. 2, showing another form of stress bar.

Fig. 7 is a fragmentary transverse section of the engine, as taken along line VII-VII in Fig. 1.

Fig. 1 illustrates in somewhat schematic manner a multi-cylinder engine 1 having duplicate exhaust manifold assemblies 2 and 3 on oppposite sides thereof. The frame structure of the engine includes at each side, longitudinally extending side frame walls which, as indicated in Figs. 2 vand 3, are separated in the region of the ex- 2,935,976 Patented May 10, 1960 2 haust manifold assembly to accommodate the latter. The upper frame wall part 4 terminates in a longitudinal, margin-forming frame bar 5 to which it is structurally joined, as by welding at 6, while the lower frame Wall part 7 terminates in a similar margin-forming frame bar 8 in welded connection thereto at 9.

It is deemed unnecessary in the present disclosure, to present a complete showing of the exhaust manifolds in the assemblies 2 and 3. However, in connection with the view of Fig. 1, the lmanifolds of each assembly 2 and 3 are outlined in broken lines. Thus, the exhaust discharge from the first three cylinders y10a at the `left end of the engine (Fig. 1) is to a common manifold 10 (Fig. 3) extending through 4the space between frame bars 5 and S and longitudinally externally of the frame side to the right hand end of the engine. In like manner, the exhaust discharge from Vthe next three cylinders 11a .is to a commonrmanifold 11 (Fig. 3), while the discharge from the next three cylinders 12a is to a common manifold 12.

shown) or preferably to the exhaust gas turbine of a turbo-blower (not shown) for supplying scavenging and combustion air to the engine.

As is usual in engines such as here illustrated, the exhaust manifolds in each assembly 2 and 3 are heatshielded by a shield structure 14 extending longitudinally of the engine over the collected exhaust manifolds externally ofthe engine side frame, and by a heat shield structure 15 (shown only in Fig. 3') about Vportions yof the manifolds inside of the side frame. The shield 14 is mounted on the frame barsS and 8 preferably by a plurality of mounting straps 16 having one end Welded at 17 to the shield 14, and vits other end suitably secured as by bolting (not shown) to the adjacent one of the frame bars 5 and 8. These straps, bent as shown, afford a degree of exure to accommodate relative thermal expansion movements between the connected parts. In vlike manner, the internalrheat shield 15 is carried in part by the frame bars 5 and `8 through similar mounting straps 18 welded at 18a, which are flexible for the same purpose. At the left handend of the engine (Figs. 1 and y2) beyond the heat shields Vitil, the portions of the exhaust manifolds leading from the three cylinders at such end are shielded by separate plate-like shields 19 each -supported in a manner to appear. Y

At each side of the engine, the spaced side frame wall parts 4 and 7 are structurally joined by a plurality yof stress `members or bars Varranged at intervals `longitudinally of the engine. Each bar spans the space between the wall parts and is secured to the frame bars 5 and 8. Since the exhaust heat concentration in the region of exhaust discharge from the three cylinders at the left end (Fig. l) of the engine is appreciably less than that obtaining over the remainder of each exhaust assembly, the stress bars Ztl (Figs. l, 2 and 6) at such end are preferably solid bars each providing a central vertical strengthening rib 21'projecting on its outer side. Each such stress bar has its upper end secured to frame bar 5 by bolts 22, and its lower end secured to frame bar 8 by bolts 23. Moreover, the several such stress bars at each side of the engine, afford in the projecting ribs 21 thereof a support for the shield plate 19. For this purpose, the ribs are provided with tapped openings 24 (Fig. 2) to receiveV cap screws 25 securing the shield plate.

Because of the more intense concentration of exhaust heat within the heat shields 14, the stress bars 30 interconnecting the frame bars S and 8 and exposed to such greater heat, are constructed and adapted for cooling thereof by a suitable cooling medium. The cooling of these bars is advantageous to a material reduction in the thermal expansion not only of the bars but importantly of the engine side frame parts 4 and 7 and the frame bars 5 and l5. Thus, the cooling of these bars, as in a manner presently to appear, affords a means for preventing inordinate thermal stressing of the frame parts 4 and 7, and frame bars 5 and 3, such as otherwise would tend t result in side frame warpage or breakage.

Before describing the stress bars in detail, reference is directed to Fig. 7 which is a fragmentary transverse section of the engine in the cylinder exhaust region. As there shown, the engineframe includes horizontal deck plates 60 and 61 suitably structurally joined to the side frame bars and 8 respectively, the latter forming ma.- gins of the frame side wall parts 4 and 7 as hereinbefore indicated. Side wall 7 is in the engine crankcase region and extends to the engine mounting base plate 62 which is secured to vertical frame members, one indicated at 64. Each frame member 64 extends upwardly between adjacent cylinders and provides a support for the side walls 4 and 7 and frame deck plates including the plates 60 and 61. Between deck plates 60 and 61, the vertical members 64 are laterally recessed to accommodate the longitudinally extending exhaust manifolds and connections thereof to the several cylinders. As illustrated, one such connection as from manifold 13 at each side of the engine to the cylinder 13a, is made by manifold branch 66 to the exhaust passage belt member 68 embracing the cylinder in the region of cylinder exhaust ports 69. Piston 70 operates in cylinder 13a, and is connected by rod 72 to the crank 73 of the engine crankshaft 74. Depending from the engine frame base plates 62 is a crankcase oil pan or sump member 76. p While the stress bars 30 are here shown, certain details thereof and of the mounting of the heat shields (which appear in Fig. 3) are omitted for the sake of clarity. Y

Referring now more particularly to Figs. 3, 4 and 5, one such stress bar 30 is there detailed as to bar structure and its connection to the engine side frame parts. The stress bar 30 comprises a generally rectangular, hollow body 31, and an off-set attachment ange 32 at each end, having bolt apertures 33. The interior chamber 34 of the hollow body provides a coolant chamber, the openings 36 thereto (which are provided to facilitate core removal in the casting of the bar) being closed by threaded plugs 37. One end wall of the body has an inlet 38 opening to the chamber 34 through a pipe fitting boss 39, While at the other end wall is an outlet 40 opening to the chamber through a similar tting boss 41. Bar 30 as thus constructed, is arranged through suitable openings 42 in the shield 14, in vertical spanning relation to the frame bars 5 and 8 to which it is rigidly secured by bolts 43 through the bar ange openings 33 and the frame bars. The position of the bar is such as to have its inlet 38 at the bottom, or adjacent the frame bar 8.

As illustrated more particularly by Figs. 1 and 2, the stress bars 30 at the side of the engine containing the exhaust manifold assembly 3, have the inlets thereof connected to a coolant supply header 45. The header connection to each bar inlet 38 is through an elbow pipe element 46 and seal gasket 47 suitably secured to the inlet boss 39. Header 45 is supplied with coolant from a suitable pressure source (not shown), by way of supply pipe 48 and fitting 49 to the header. Coolant discharge from the chamber of each bar 30 through its outlet 40, is by way of an elbow pipe 50 similarly secured to the bar boss 41, to a return header 51 which may lead back to the coolant supply source (not shown). A like coolant supply and return header system is provided for the stress bars 30 at the other side of the engine having the exhaust manifold assembly 2.

The cooling in pressure flow through the several stress bars 30, may be water from the engine cooling system, but other fluids, including air or refrigerants from external supply sources could be utilized in the system.

Having now shown and described the invention in presently preferred form, it is to be understood that modications thereof may be made without departing from the spirit and scope of the invention as hereinafter claimed.

What is claimed it:

In an internal combustion engine having a plurality of in-line cylinders and exhaust conduits along at least one side of the engine and each individual to certain of the cylinders, the engine providing an engine frame structure including frame side walls along the exhaust conduit side thereof and spaced apart to accommodate extension of the exhaust conduits therebetween, said side walls each having a frame bar secured thereto along its margin adjacent the exhaust conduits, and means structurally connecting said side Walls, said means comprising a plurality of rigid stress bars relatively spaced along the engine and each spanning said frame bars in a position of exposure to exhaust heat from said exhaust conduits, each stress bar providing a generally rectangular body having an attachment ange olf-set from each end thereof, the body of each stress bar having a fluid-coolant chamber therein, an inlet opening therefor through one end of the body and an outlet opening therefor through the other end of the body, means between said frame bars and said attachment flanges of each stress bar securing the stress bar to the frame bars, a fluid-coolant supply conduit header and connections therefrom to said inlet openings of the stress bars, and a discharge conduit header and connections therefrom to said outlet openings of the stress bars.

Klotsch Mar. 28, 1938 Gehres Apr. 25, 1950 

